DE102014116156A1 - Traction control apparatus - Google Patents

Abstract

A traction control device that reduces an output of a motor unit for suppressing a spin of a drive wheel of a motorcycle includes: a spin detection unit that detects a spin of a rear wheel based on a motor vehicle speed calculated from a rotation of a front wheel that drives a driven wheel to which a driving force is not transmitted from the engine unit, and a vehicle speed calculated from a rotation of the rear wheel representing the drive wheel to which the drive power is transmitted; and a second spin detection unit that detects the spin of the rear wheel based on a vehicle speed calculated from the rotation of the front wheel and a vehicle speed calculated from a rotation of the engine unit.

Description

Reference to related applications

This application is based on and claims the benefit of the priority of the former Japanese Patent Application No. 2013-230478 , filed on 6 November 2013, the earlier Japanese Patent Application No. 2013-230545 , filed on 6 November 2013, and the earlier Japanese Patent Application No. 2013-230601 , filed on November 6, 2013, the entire contents of which are incorporated herein by reference.

Background of the invention

Field of the invention

The present invention relates to a traction control device. More particularly, the present invention relates to a traction control device of a motor vehicle for preventing or suppressing a spin of a drive wheel by controlling an output of an internal combustion engine.

Description of the Prior Art

In a motor vehicle such as a motorcycle, if a throttle opening degree increases significantly at a start time and a running time, sometimes a drive wheel (generally a rear wheel) will turn. Accordingly, various types of so-called traction control systems for suppressing spin of a rear wheel (drive wheel) of a motorcycle have conventionally been proposed. For example, there is a traction control in which an ignition timing of an engine is decelerated when a spin occurs to suppress an output of the engine, thereby reducing the spin of a rear wheel. Further, there is a traction control in which a side throttle valve is provided in addition to a main throttle valve, and when a spin of a rear wheel occurs, an opening degree of the sub-throttle valve is throttled without considering a throttle operation of a driver to suppress an output of the engine the spin of the rear wheel is reduced. Further, there has been proposed a traction control in which, when a spin of a rear wheel occurs, both the aforementioned deceleration control and the control of an opening degree of the sub-throttle valve are performed.

Conventionally, a traction control method includes a method in which a spin is detected from a vehicle speed difference (peripheral speed difference) calculated from rotational speeds of a driving wheel and a driven wheel. However, in the method in which the spin is detected from the vehicle speed difference of the drive wheel and the driven wheel, sometimes the following problems arise. For example, in a motorcycle, there is additionally a transmission, a drive chain, and the like, and a variety of other shock-absorbing materials such as a clutch, a wheel, and a tire between an engine and a drive wheel. For this reason, a certain period of time is required for the transmission of a reaction of the internal combustion engine to the drive wheel. Accordingly, even if a rotation speed of the internal combustion engine increases rapidly at a certain time, an influence thereof can not be immediately transmitted to the drive wheel, and therefore there is a time delay. Therefore, in a method of detecting the spin using the motor vehicle speed of the drive wheel, a determination as to whether the spin has occurred is delayed, resulting in that the increase in the rotational speed of the internal combustion engine can not be suppressed quickly. As a result, a variation of the rotation of the internal combustion engine increases, and a rough control with a large vehicle drivability is performed.

Other than described above, in Patent Document 1, a method for detecting a spin using a rotational speed of an internal combustion engine and a vehicle speed of a driven wheel is proposed. Using a configuration as above, the problems described above can be solved since it is possible to determine the spin at a time when the rotation of the internal combustion engine is rapidly increasing. However, the configuration using the speed of the internal combustion engine causes the following problems. In particular, when a driver disconnects a clutch to perform a racing operation, the engine speed increases. As a result, after it is determined that the spin is taking place, the traction control is turned on. As in the above, when configuring the use of the engine speed, the use of the configuration is limited only to the state where the clutch is connected. Therefore, it is not possible to apply the configuration to a case where the clutch is disconnected as at the start time.

Further, in the traction control as described above, it is experimentally clarified that in the configuration in which an ignition timing is simply delayed by all the cylinders of the internal combustion engine, a sufficient recovery of adhesion can not be expected, and it is better to thin out a cylinder whose ignition timing is retarded. On the other hand, Patent Document 2 discloses a configuration in which, when a spin of a drive wheel is detected, an ignition timing is delayed to reduce an output of the engine, but a concrete control method of the ignition timing is not disclosed.

Although Patent Document 3 discloses a configuration in which a delay is caused by performing thinning at each ignition for the purpose of suppressing knocking, even if this configuration is used for traction control, the degree of suppression of output is 50% % maximum limited. For this reason, in the case where driving is performed on a surface having a smaller friction coefficient and the like, spin of a driving wheel can not be prevented. Further, a suitable thinning rate for a recovery of adhesion is different according to a specification of an engine, so that sufficient recovery of adhesion can not be expected by using the configuration in which thinning is performed every ignition with respect to all motors.

Further, in the spinner suppressing delay control, the ignition timing is generally delayed from the viewpoint of protecting a catalyst. In the deceleration control, since output power can be controlled every ignition, it is possible to perform control with a good response characteristic. However, if the amount of deceleration becomes large, there is a possibility that a combustion state deteriorates to cause a misfire and afterburn, and a temperature of an exhaust gas is increased, resulting in that the catalyst is damaged. Accordingly, a range of output reduction performed with a delay control is limited, and it is difficult to deal with a situation where a large output reduction is required, such as at the time of traveling on a surface having a low friction coefficient.

Further, by using the control of an opening degree of the sub-throttle valve, a range of output reduction becomes large, and there is no possibility of deterioration of a combustion state and damage of the catalyst. However, the control of an opening degree of the sub-throttle valve has a problem because the response characteristic is small. In particular, even if an instruction of throttling the opening degree of the sub-throttle valve has been made at a time of occurrence of a spin, it takes a long time to perform an operation. Furthermore, since it takes a long time to complete the reduction in the output as well, it is difficult to immediately reduce the spin. Further, when an instruction for recovery is given, acceleration becomes small because it takes a long time to recover the output, with the result that driving performance is reduced.

• [Patentdokument 1] japanische Offenlegungsschrift Nummer 01-186437
• [Patentdokument 2] japanische Offenlegungsschrift Nummer 04-72445
• [Patentdokument 3] japanische Offenlegungsschrift Nummer 2003-3941
• [Patentdokument 4] japanische Offenlegungsschrift Nummer 62-67257
• [Patentdokument 5] japanische Offenlegungsschrift Nummer 02-81734
• [Patentdokument 6] japanische Offenlegungsschrift Nummer 2003-201878
• [Patentdokument 7] japanische Offenlegungsschrift Nummer 05-1613
• [Patentdokument 8] japanische Offenlegungsschrift Nummer 63-192927

Patent Document 4 discloses a configuration in which both the ignition timing retard control and the opening degree control of the sub-throttle valve are performed, but the configuration causes problems as described above with respect to the opening degree control of the sub-throttle valve. In particular, since the control of the opening degree is performed even in the case where a spin amount is small, and since the spin can be reduced only by the delay control, the response characteristic is small.

• [Patent Document 1] Japanese Laid-Open Publication No. 01-186437
• [Patent Document 2] Japanese Laid-Open Publication No. 04-72445
• [Patent Document 3] Japanese Laid-Open Publication No. 2003-3941
• [Patent Document 4] Japanese Laid-Open Publication No. 62-67257
• [Patent Document 5] Japanese Laid-Open Publication No. 02-81734
• [Patent Document 6] Japanese Patent Laid-Open No. 2003-201878
• [Patent Document 7] Japanese Laid-Open Publication No. 05-1613
• [Patent Document 8] Japanese Laid-Open Publication No. 63-192927

Summary of the invention

In view of the circumstances described above, the object to be solved of the present invention is to provide a traction control capable of preventing or suppressing spin of a drive wheel even in a case where a clutch is not connected is, and is able to suppress a variation of an engine speed. Furthermore, it is a task which is achieved by the present invention to provide a traction control system capable of changing a thinning rate according to a specification of an engine, and to provide a traction control capable of running on a surface of a low Dealing with friction coefficients. Further, the object solved by the present invention is to provide a traction control capable of preventing or suppressing damage of a catalyst and having a good response characteristic.

To solve the above-described problems, the present invention is directed to a traction control apparatus for reducing output of a motor for suppressing a spin of a drive wheel of a motor vehicle, characterized by comprising: a first spin detection unit that detects a spin of a drive wheel based on a vehicle speed calculated from a rotation of a driven wheel to which a driving force is not transmitted from the engine and a vehicle speed calculated from a rotation of the drive wheel to which the driving force is transmitted from the engine; and a second spin detection unit that detects the spin of the drive wheel based on a speed of the motor vehicle calculated from the rotation of the drive wheel and a speed of the motor vehicle calculated from a rotation of the motor.

It is also possible to design this so as to further provide a driving determination unit that determines whether the motor vehicle is in a start state or a running state, and if the drive determination unit determines that the vehicle is in a start state, the first spin detection unit detects the spin of the drive wheel, and when the determination unit determines that the vehicle is in the driving state, the second spin detection unit detects the spin of the drive wheel.

It is also possible to design this so that a clutch connecting or interrupting the transmission of the driving force between the engine and the driving wheel is further provided, wherein the determining unit determines that the clutch is connected when a rotational speed of the engine which is calculated from a rotational speed of the drive wheel falls within a predetermined range with respect to a current rotational speed of the motor.

It is also possible to make this so that the determining unit determines that the motor vehicle is in a running state when a state in which the clutch is connected continues for a predetermined period of time.

It is also possible to make this so that the determining unit determines that the clutch is not connected when the rotational speed of the motor calculated from the rotational speed of the drive wheel does not fall within the predetermined range with respect to the actual rotational speed of the motor falls.

It is also possible to make it so that the determination unit determines that the motor vehicle is in the start state when a state in which the clutch is not connected continues for a predetermined period of time.

The present invention is directed to a traction control device that reduces an output of an internal combustion engine for suppressing a spin of a drive council of a motor vehicle, characterized by having an output power reduction rate of the internal combustion engine in accordance with a search spin rate that takes a value as a result of subtracting a predetermined one Threshold of a spin rate of the drive wheel calculated.

It is also possible to make it so that a plurality of modes each having a different relationship between the search spin rate and the output power reduction rate are provided, the mode being used in accordance with a selection made by the bicycle.

It is also possible to make this so that the engine has a plurality of cylinders, and in accordance with a thinning rate representing a proportion of the cylinders, among the plurality of cylinders from which an output is reduced, the cylinder, from which the output power is reduced, selected from the plurality of cylinders for each clock.

It is also possible to design this so that a matrix table in which a numerical value of 0 to 100 is set at random for each of the plurality of cylinders during a plurality of clocks is provided for each of the clocks, and the output power is reduced with respect to each of the plurality of cylinders, at the timing at which the numerical value is set equal to or less than the thinning rate in the matrix table.

It is also possible to make this so that, if the output power reduction rate can not be realized by the reduction in the output of the selected cylinders, the reduction in the output of the selected cylinders is maximized, and an output of the remaining cylinders is also reduced.

The present invention is directed to a traction control apparatus which reduces an output of an internal combustion engine for suppressing a spin of a drive wheel of a motor vehicle, characterized by comprising a deceleration control for reducing the output of the internal combustion engine by decelerating an ignition timing of the internal combustion engine and an intake control for reducing the output of the internal combustion engine by reducing an amount of air for combustion, which is supplied to the internal combustion engine, may perform, wherein the delay control is preferably started before the intake control.

It is also possible to make it so that the intake control is started when a state in which a moving average of a required output power reduction rate is equal to or greater than a predetermined determination value for a predetermined period of time.

It is also possible to design this so that further, a main throttle valve operated by a driver and a side throttle valve different from the main throttle valve are provided, and in the intake control, the output of the engine is reduced by throttling an opening degree of the engine Secondary throttle valve is reduced.

Brief description of the drawings

1 FIG. 10 is a side view schematically illustrating a configuration of a motorcycle according to an embodiment of the present invention. FIG.

2 FIG. 10 is a block diagram schematically illustrating a configuration of a main part of a vehicle according to the embodiment of the present invention. FIG.

3 FIG. 12 is a flowchart related to control of switching of a spin rate calculating method. FIG.

4 Figure 13 is a schematic diagram illustrating an example of a tolerance value table.

5 FIG. 12 is a schematic diagram illustrating an example of a state change of the motorcycle. FIG.

6 Fig. 12 is a schematic diagram illustrating in a graph an example of a search spin rate map used to calculate a search spin rate.

7 Fig. 12 is a schematic diagram illustrating in a graph an example of a total output power reduction rate map for calculating an overall output power reduction rate.

8th Figure 11 illustrates an example of a thinning table used to select a cylinder whose firing time is being delayed.

9 FIG. 10 is a flowchart illustrating intake control of a sub-throttle valve. FIG.

10 is a diagram schematically illustrating an example of operations and a state change of the respective parts of the motorcycle.

Detailed Description of the Preferred Embodiments

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the embodiment of the present invention, a motorcycle is exemplified as an example of a motor vehicle as a target object for a control. In the present embodiment, "traction control" means a control in which a drive wheel spins, the spin is suppressed or prevented by reducing an output of a driving power source.

(Configuration of a motorcycle and a control device)

1 FIG. 12 is a schematic diagram illustrating an entire structure of a motorcycle according to the embodiment of the present invention. FIG. 2 FIG. 10 is a block diagram illustrating a main part of the motorcycle according to the embodiment of the present invention. A motorcycle 1 includes a motor unit 11 (Engine unit) as a driving force source, a rear wheel 12 as a drive wheel, a front wheel 13 as a driven wheel, predetermined sensors for detecting states of the respective parts, and an engine control unit (hereinafter referred to as "ECU") for controlling the engine unit 11 , The present invention shows a configuration as an example in which an ECU 5 acts as a traction control device that performs traction control.

As a motor unit 11 becomes a multi-cylinder engine with a plurality of cylinders 103 used. The engine unit 11 has a cylinder assembly 101 and a crankshaft assembly 102 , In the cylinder assembly 101 are the majority of cylinders 103 formed, and in each of the plurality of cylinders 103 a piston is housed in a way that it can move back and forth. At a position close to the front of the dome shaft assembly 102 a crankshaft is housed rotatably. At a position close to the rear of the crankshaft assembly 102 is a transmission 17 intended. Furthermore, in the crankshaft assembly 102 a clutch 19 , which is a transmission of a driving force from the crankshaft to the transmission 17 connects / disconnects, provided. Furthermore, a driving force from the motor unit becomes 11 to the rear wheel 12 as the drive wheel by means of a drive chain 14 transfer. To the front wheel 13 as the driven wheel, the driving force of the motor unit 11 not transferred.

Furthermore, the engine unit 11 throttle body 2 on that a volume of air for combustion, which is the respective cylinders 103 be fed, control, injectors 103 that mix fuel with air for combustion, and ignition coils 302 , the high voltage to ignite the spark plugs 303 the respective cylinder 103 respectively. The throttle body 2 has two valves as a main throttle valve 21 and a side throttle valve 22 on. The main throttle valve 21 and the side throttle valve 22 be through actuators 23a and 23b each driven. It should be noted that the throttle body 2 , the injector 302 , the spark plug 303 and the ignition coil 302 for every cylinder 103 are provided. Although only one of these components in 2 is illustrated for the sake of omission, these components are provided whose number with the number of cylinders 103 corresponds. Furthermore, although this embodiment shows an example in which the main throttle valve 21 from the actuator 23a it is also possible, the main throttle valve valve 21 using a throttle cable that transmits a driver's operator to open / close. Furthermore, in one example, the main throttle valve 21 from the actuator 23a is driven, an intake control, whose control is performed by a side throttle valve, which will be described later, also from the main throttle valve 21 be performed.

The motorcycle 1 For example, sensors (detection units) that detect states of the respective parts have a speed sensor 42 for the rear wheel, a speed sensor 41 for the front wheel, a crankshaft sensor 43 , a throttle body position sensor 44 and a gear position sensor 45 , The rear wheel vehicle speed sensor 42 detects a rotation of the rear wheel 12 , The front wheel vehicle speed sensor 41 detects a rotation. of the front wheel 13 , The crankshaft sensor 43 detects a rotation of the crankshaft of the engine unit 11 , The throttle position sensor 44 detects a rotation of the throttle body 2 (Signals regarding the opening degrees of the respective main throttle valve 21 and the secondary throttle valve 22 ). The gear position sensor 45 detects a gear position (shift position) of the transmission 17 , Detection results obtained from these sensors are given to the respective computer units of the ECU 5 transmitted.

Unlike the above, the bike has 1 a traction control switch 46 and an indicator lamp 18 , The traction control switch 46 is a switch operated by a driver for turning on / off the traction control or switching to a mode, and is, for example, a handle 16 fitted. The indicator lamp 18 is a lamp indicating a state of traction control (ON / OFF or mode), and is equipped with, for example, a measurement unit.

The ECE 5 controls the motor unit 11 , The ECO 5 has a rear wheel vehicle speed calculation unit 53 , a front-wheel vehicle speed calculating unit 52 a motor rotation speed calculation unit 54 , a throttle opening degree calculating unit 54 a gear position calculating unit 56 , a storage unit 57 and a traction control unit 51 ,

The rear wheel vehicle speed calculation unit 53 calculates a speed of the rear wheel from one of the detection results of the rear wheel vehicle speed sensor 42 , The front wheel vehicle speed calculation unit 52 calculates a front wheel speed from the detection result of the front-wheel vehicle speed sensor 41 , The rear-wheel vehicle speed is set to a speed of the motorcycle 1 , calculated from a rotational speed and a diameter of the rear wheel 12 to display. The front-wheel vehicle speed is set to a speed of the motorcycle 1 , calculated from a rotational speed and a diameter of the front wheel 13 to display. The engine rotation speed calculation unit 54 calculates an engine speed from a detection result of the crankshaft sensor 43 , The engine speed, calculated from the Detection result of the crankshaft sensor 43 , is referred to as "currently measured rotational speed". The throttle opening degree calculation unit 55 calculates an opening degree of the throttle body 2 from a detection result of the throttle position sensor 44 , The gear position calculating unit 56 calculates a gear position (shift position) from a detection result of the gear position sensor 45 , The calculation results obtained by these respective calculation units are sent to the traction control unit 51 transmitted. Further, a state of the traction control switch becomes 46 also to the traction control unit 51 transmitted.

The storage unit 57 stores information provided by the respective calculation units and the traction control unit 51 to perform the predetermined calculations and traction control (traction control). The information in the storage unit 57 are stored, include the diameter of the rear wheel 12 , the diameter of the front wheel 13 , a speed reduction ratio for each gear position of the transmission 17 , and later described maps and tables. The traction control unit 51 The traction control using the calculation results obtained from the respective calculation units guides the state of the traction control unit switch 46 and the information in the storage unit 57 are saved by.

The main throttle valve 21 of the throttle body 2 is from the actuator 23a from the ECU 5 is controlled in accordance with a throttle operation of the driver, opened / closed. In a normal control in which traction control is not turned on, an optimal opening degree of the sub-throttle valve becomes 22 through the ECU 5 in accordance with a motor speed, a gear position and an opening degree of the main throttle valve 21 calculated. It should be noted that the method of calculating the optimum opening degree of the sub-throttle valve 22 is not particularly limited in the normal control, and a conventionally well-known calculation method is used.

Presentation of traction control

The traction control unit 51 the ECU 5 For example, a deceleration control and an intake control may be used as the traction control for preventing or suppressing spins of the rear wheel 12 as the drive wheel perform. The delay control corresponds to a controller for reducing an output of the motor unit 11 by delaying an ignition timing of the spark plug 303 the motor unit 11 , The intake control corresponds to a control for reducing the output of the engine unit 11 by throttling the opening degree of the secondary throttle valve 22 ,

The traction control unit 51 continuously calculates a spin rate during its operation. The spin rate denotes a value as an index of a measure of a spin (idle) of the rear wheel 12 , and this is to be understood that the larger the value, the greater the spin. It should be noted that the traction control unit 51 the method of calculating the spin rate between a case involving the motorcycle 1 is in a starting state, and a case where the motorcycle is 1 in a driving state, switches. The "start state" and the "drive state" will be described later. Further, when the spin rate exceeds a predetermined threshold, the traction control unit determines 51 in accordance with an amount of difference between the spin rate and the threshold value of the rate, a target value of the output power reduction rate of the entire motor unit 11 , The predetermined spin rate threshold is referred to as the "spin rate threshold". The spin rate threshold is previously set in accordance with a driving force of the rear wheel. A value obtained by subtracting the spin rate threshold rate from the spin rate is called a "search spin rate". The target value of the output power reduction rate (required output power reduction rate) of the entire motor unit 11 is referred to as "total output power reduction rate".

The traction control unit 51 The deceleration control begins first before the intake control. In the deceleration control, when the total output power reduction rate is equal to or less than a predetermined value, becomes a part of the cylinder 103 from the majority of cylinders 103 selected, and the ignition timing of the selected cylinder 103 is delayed. On the other hand, when the total output power reduction rate exceeds the predetermined value, the ignition timing of the remaining cylinders becomes 103 also delayed. Further, when a state in which a moving average of the total output power reduction rate is equal to or greater than a predetermined specified value continues for more than a predetermined period of time, the traction control unit starts 51 the inlet control.

(Switching Control of the Spin Rate Calculation Method)

A description will now be given of the control of the switching of the spin rate calculating method between the starting state and the driving state. 3 Fig. 10 is a flowchart of the control of switching the spin rate calculating method. It should be noted that the "start state" is set to indicate a state where a state where the clutch is 19 of the motorcycle 1 is not connected, continues for a predetermined period of time. The "driving state" is set to designate a state where a state where the clutch is 19 the motorcycle is connected, lasts for a predetermined period of time. Here, a state called a "half clutch" is set to include the state where the clutch 19 not connected.

When the driver or the like operates an ignition switch to the engine 11 to start, and when the traction control switch 46 is turned ON, the traction control unit starts 51 the traction control. The front wheel vehicle speed calculation unit 52 calculates the front wheel speed from the rotation (rotational speed) of the front wheel 13 derived from the front wheel motor vehicle speed sensor 41 is detected, and the diameter of the front wheel 13 , The rear-wheel vehicle speed calculation unit 53 calculates the rear wheel speed from the rotation (rotational speed) of the rear wheel 12 that of the rear wheel motor vehicle speed sensor 42 is detected, and the diameter of the rear wheel 12 , The engine rotation speed calculation unit 54 calculates the currently measured rotational speed from the detection result of the crankshaft sensor 43 , The gear position calculating unit 56 calculates the gear position from the detection result of the gear position sensor 45 , The throttle opening degree calculation unit 55 calculates the opening degree of the throttle body 2 (Opening degree of the main throttle valve 21 ) from the detection result of the throttle body position sensor 44 , Furthermore, the respective calculation unit continuously performs the above-described calculations during the operation of the ECU 5 by. The traction control unit 51 continuously receives the calculation results provided by the respective units during their operation.

In step S101, the traction control unit calculates 51 the spin rate of the rear-wheel vehicle speed and the front-wheel vehicle speed using the following mathematical expression (1) (first spin detection unit). It should be noted that the traction control unit 51 the spin rate using the mathematical expression (1) also in an initial state, immediately after the ECU 5 is activated, calculated. (Spin rate) = ((rear-wheel vehicle speed) - (front-wheel vehicle speed)) / (front-wheel vehicle speed)

Mathematical Expression (1)

Further, the process proceeds to step S106, and as long as the spin rate calculation method is not switched, the traction control unit uses 51 the spin rate calculated from the front-wheel vehicle speed and the rear-wheel vehicle speed for traction control.

In steps S102 of S104, the traction control unit sets 41 whether or not the motorcycle 1 is in the driving state. In the present embodiment, it is determined that the motorcycle 1 in the bicycle state, if the state in which the clutch 19 of the motorcycle, lasts for a certain period of time.

Further, in step S102, the traction control unit sets 51 whether or not the motorcycle 1 is in the driving state.

It should be noted that a moving average of the front wheel motor vehicle speed is used as the front wheel speed. Further, the moving average of the front wheel motor vehicle speed becomes the front wheel vehicle speed calculating unit 52 from the detection result of the rotational speed of the front wheel 13 , that of the front wheel motor vehicle speed sensor 1 is obtained, calculated. By using the moving average of the front-wheel vehicle speed for determination, it is possible to increase an accuracy of determination by eliminating an influence of rapid variation and the like. Further, since not the rear wheel motor vehicle speed but the front wheel motor vehicle speed is used, the vehicle speed can be determined without being affected by the spin.

Here, the traction control device determines 51 whether or not the clutch 19 is connected using the mathematical expression (2). (lower limit of determination) ≤ (average value of currently measured rotation speed) ≤ (upper limit of determination)

Mathematical Expression (2)

The lower limit of the determination and the upper limit of the determination in the mathematical expression (2) are calculated by using the following mathematical expressions (3) and (4). (lower limit of determination) = (rear wheel engine rotational speed) - (tolerance value)

Mathematical Expression (3)

• (upper limit of determination) = (rear-wheel engine rotation speed) + (tolerance value)

Mathematical Expression (4)

The average value of the currently measured rotation speed in the mathematical expression (2) denotes a motor rotation speed as a result of eliminating the influence of a rapid variation on the currently measured rotation speed. The rear-wheel engine rotation speed corresponds to an engine rotation speed calculated from the rear-wheel rotation speed (calculated backward). In particular, when the clutch 19 is connected, the rear-wheel vehicle speed is determined in accordance with the engine speed for each gear position. Therefore, the engine rotational speed can be calculated from the speed reduction ratio for each gear position (including a speed reduction ratio provided by a pinion of a drive chain) and the rotational speed of the rear wheel 12 be calculated. Furthermore, if in the clutch 19 is connected, the average value of the currently measured rotational speed and the rear wheel motor rotational speed is assumed to be substantially the same value. Therefore, in the present embodiment, it is determined that the clutch 19 is connected when the average value of the currently measured rotational speed falls within a range of (rear wheel motor rotational speed) ± (tolerance value).

It should be noted that since the currently measured engine rotational speed varies, if the currently measured engine rotational speed is used directly for the determination, there is a possibility of reducing the accuracy of the determination. Accordingly, the average value of the motorcycle speed is used in the mathematical expression (2). As a result, it is possible to improve the determination accuracy. As the average value of the currently measured rotational speed, an average value of the currently measured rotational speeds during a certain period of time may be used. The average value of the currently measured rotational speed is determined by the calculation unit 54 for the engine speed based on the detection result provided by the crankshaft sensor 43 , calculated.

The rear-wheel motor rotation speed in the mathematical expressions (3) and (4) is calculated by using the following mathematical expression (5). (Rear Wheel Motor Speed) = (Rear Wheel Motor Vehicle Speed) / (Calibrated Motor Vehicle Speed) × (Calibrated Rotation Speed)

Mathematical Expression (5)

The calibrated rotational speed in the mathematical expression (5) is set to indicate a certain engine rotational speed. Although a concrete value of the calibrated rotational speed is not limited, a value of 1000 revolutions / min may be used, for example. The calibrated vehicle speed corresponds to a vehicle speed that is the speed reduction ratio for each gear position and the diameter of the rear wheel 12 is calculated when a current engine rotational speed is the calibrated rotational speed and when the clutch 19 connected is. The calibrated vehicle speed and the calibrated rotational speed correspond to the calibrated vehicle speed previously in the unit 57 have been stored. Furthermore, the traction control unit calculates 51 the rear-wheel engine rotational speed from the rear-wheel motor vehicle speed determined by the rear-wheel vehicle speed calculation unit 53 calculated, and the calibrated vehicle speed and the calibrated rotational speed, in the unit 57 are stored.

The tolerance value in the mathematical expressions (3) and (4) is specified in accordance with the rear wheel motor rotation speed. For example, a table for specifying the tolerance value is previously in the memory unit 57 saved. This table is called " Tolerance value table ". 4 is a schematic diagram illustrating an example of the tolerance value table. In the tolerance value table, the tolerance values are specified corresponding to the respective rear-wheel motor rotational speeds. The traction control unit 51 interpolates the tolerance value specified in the tolerance value table to thereby calculate the tolerance value corresponding to the calculated rear-wheel motor rotation speed. It should be noted that the in 4 An example tolerance value table is an example, and a concrete value of the tolerance value is not limited.

If the mathematical expression (2) is satisfied, the process proceeds to step S103. If the expression is not satisfied, the process returns to step S101.

In step S103, the traction control unit starts 51 the time measurement. If the time measurement is already in the middle of execution, the time measurement will continue as it is. Subsequently, the process proceeds to step S104.

In step S104, the traction control unit determines 51 whether or not the condition in which the clutch 19 is continued for a predetermined period of time based on an elapsed time from the start of the time measurement. If the condition does not last for the predetermined period of time, the traction control unit determines 51 that the motorcycle 1 not in the "driving condition" has passed. In this case, the process returns to step S101, and the traction control unit 51 continues to use the spin rate calculated from the front wheel motor vehicle speed and the rear wheel motor vehicle speed for traction control. If the condition continues for the predetermined period of time, the traction control unit determines 51 that the motorcycle 1 In this case, the process advances to step S106. It should be noted that when a state in which the mathematical expression (2) is not satisfied is generated during this timing, it becomes the determination is set as "No" in step S102, and the time measurement is reset for.

In step S106, the traction control unit switches 51 the method of calculating the spin rate. In particular, the traction control unit calculates 51 the spin rate of the front wheel motor vehicle speed and a motor vehicle speed using the following mathematical expression (6) (second spin detection unit). (Spin Rate) = ((Motor Vehicle Speed) - (Front Wheel Motor Vehicle Speed)) / (Front Wheel Motor Vehicle Speed) × 100

Mathematical Expression (6)

The motor vehicle speed in the mathematical expression (6) corresponds to a motor vehicle speed of the motorcycle 1 , which is calculated from the currently measured motorcycle speed. In particular, the vehicle speed when the clutch 19 from the engine rotational speed, the speed reduction rate for each gear position and the diameter of the rear wheel 12 be calculated. Accordingly, the traction control unit calculates 51 the motor vehicle speed from the engine rotational speed, the speed reduction ratio and the diameter of the rear wheel 12 in accordance with the gear position detected by the gear position calculating unit 56 is determined.

It should be noted that it is also possible that the traction control unit 51 the spin rate is calculated using the following mathematical expression (7). (Spin rate) = ((currently measured rotational speed) - (front wheel motor rotational speed)) / (front wheel motor rotational speed) × 100

Mathematical Expression (7)

The "front wheel engine rotational speed" corresponds to an engine rotational speed that is the front wheel motor vehicle speed, the speed reduction ratio for each gear position, and the diameter of the rear wheel 12 is calculated. In particular, the front wheel motor vehicle speed when the spin of the rear wheel 12 not in a state where the clutch 19 is determined, occurs, determined by the engine rotational speed, the speed reduction ratio for each gear position and the diameter of the rear wheel 12 , For this reason, when the spin does not take place, the engine rotation speed can be calculated from the speed reduction ratio at the gear position and the front-wheel vehicle speed. The traction control unit 51 calculates (computes back) the engine rotational speed when the spin is not taking place, based on the front wheel motor vehicle speed, the gear position, that of the gear position calculating unit 56 is determined, and the diameter of the rear wheel 12 ,

Subsequently, during a period in which the motorcycle is in the "running state", the traction control unit executes 51 the traction control using the spin rate calculated using the mathematical expression (6) or the mathematical expression (7).

In steps S107 to S109, the traction control unit determines 51 whether or not the motorcycle 1 Specifically, the determination is carried out in the following manner.

In step S107, the traction control unit determines 51 whether or not one of a mathematical expression (8) and a mathematical expression (9) fulfilled when the clutch 19 not connected, is met. lower limit of the determination> currently measured rotational speed

Mathematical Expression (8)

• upper limit of determination <currently measured rotational speed

Mathematical Expression (9)

When one of the mathematical expressions (8) and (9) is satisfied, the traction control unit determines 51 that a state where the clutch 19 of the motorcycle is not connected, is generated. In this case, the process proceeds to step S108. Otherwise, the traction control unit determines 51 that the motorcycle 1 is in the driving state. In this case, the process returns to step S106.

In step S108, the traction control unit starts 51 the time measurement. If the time measurement is already in the middle of the execution, the time measurement will continue as it is. Subsequently, the process proceeds to step S109. It is to be noted that when a condition is generated during this time measurement in which the mathematical expression (8) or the mathematical expression (9) is not satisfied, the determination is set as "No" in step S107 and the time measurement is reset.

In step S109, the traction control unit determines 51 whether or not the state in which either of the mathematical expression (8) and the mathematical expression (9) is satisfied lasts for a predetermined period of time. If the condition does not last for the predetermined period of time, the traction control unit determines 51 that the motorcycle 1 is constantly in the "driving state". In this case, the process returns to step S106, and the traction control unit 51 performs the traction control using the spin rate calculated from the mathematical expression (6) or the mathematical expression (7). On the one hand, if the condition continues for the predetermined period of time, the traction control unit determines 51 whether the motorcycle 1 into the "start state" has passed. In this case, the process proceeds to step S110 where the timing is ended, and the process returns to step S101. Furthermore, the traction control unit switches 51 the method of calculating the spinning rate for the method using the mathematical expression (1).

As in the above, the traction control unit performs 51 the procedure as in 3 illustrates, when the engine unit 11 is activated until when the motor unit is stopped. Furthermore, the traction control unit switches 51 the method of calculating the spin rate (spin detection unit) in accordance with whether the motorcycle 1 in the starting state or the driving state. Specifically, the calculation method of the spin rate (spin detection unit) is switched in accordance with the connection state of the clutch.

Here is an example of the state change of the motorcycle 1 with reference to the 5 described. 5 is a schematic diagram showing the example of changing the condition of the motorcycle 1 illustrated.

A time a is a time when the motorcycle 1 starts to move. At a time a and thereafter, the front-wheel vehicle speed and the rear-wheel vehicle speed increase. The lower limit of the determination and the upper limit of the determination are calculated by the rear-wheel motor rotation speed to change in accordance with the rear-wheel motor rotation speed (rear-wheel vehicle speed). Furthermore, the traction control unit calculates 51 at the time of starting, the spin rate of the front-wheel drive vehicle speed and the rear-wheel drive vehicle speed (step S101, first spin detection unit). For that reason, if the rear wheel 12 perverted when the motorcycle 1 is in the starting state, a difference between the front-wheel vehicle speed and the rear-wheel vehicle speed is calculated. Furthermore, when this difference becomes large, the spin rate also becomes large, resulting in that the spin rate exceeds the spin rate threshold.

A time b indicates a time when the spin rate exceeds the spin rate threshold. When the spin rate exceeds the spin rate threshold, the search spin rate is given a certain value. As a result, the traction control unit calculates 51 the total output power reduction rate in accordance with the search spin rate and performs the delay control and the intake control by setting the calculated total output power reduction rate as the target value, thereby increasing the output power of the engine unit 11 is reduced. At this time, the traction control unit starts 51 the deceleration control prefers before the intake control (which will be described later).

A time c indicates a state after the spin rate exceeds the spin rate threshold. However, at the time c, the average value of the currently measured rotational speed is not between the lower limit of the determination and the upper limit of the determination. For this reason, the traction control unit uses 51 the spin rate calculated from the front-wheel vehicle speed and the rear-wheel vehicle speed for traction control ("No" in step S102).

A time d indicates a time point at which the average value of the currently measured rotational speed falls within the predetermined range (between the lower limit of the determination and the upper limit of the determination). At this time point d, the aforementioned mathematical expression (2) is satisfied ("Yes" in step S102). Accordingly, the traction control unit starts 51 the time measurement (step S103).

A time e indicates a time point at which a predetermined period of time elapses after the average value of the currently measured rotational speed falls within the predetermined range ("Yes" in step S104). At the time e, the traction control unit determines 51 that the motorcycle 1 in the driving state has passed (the clutch 19 is connected).

Subsequently, the traction control unit switches 51 the method of calculating the spinning rate to the method of calculating the spinning rate from the motor vehicle speed and the front wheel motor vehicle speed (step S106, the second spin detection unit).

A time f indicates a time when the spin of the rear wheel 12 by the deceleration control and the intake control of the sub-throttle valve 22 is reduced, and the spin rate becomes equal to or less than the spin rate threshold.

According to the present invention is in the state where the clutch 19 is not connected, the traction control performed by calculating the spin rate of the rear-wheel vehicle speed and the front-wheel motor vehicle speed. Accordingly, the traction control can be performed without depending on the state of the clutch 19 to be influenced, from a time when the motorcycle starts to move, without waiting for the completion of the connection of the clutch 19 waiting. For example, in the configuration in which the spin rate is calculated from the motor vehicle speed and the front wheel motor vehicle speed, the output reduction of the motor unit becomes 11 finally started at the time when the motorcycle 1 has changed to the driving state (time e in 5 ). It should be noted that a dashed line in 5 a state change in the control, which indicates only the calculation method of the spin rate of the motor vehicle speed and the front wheel motor vehicle speed, as a comparative example. As in the above, in the configuration of the comparative example, the spin of the rear wheel becomes 12 not suppressed until time e, and the spin of the rear wheel 12 is finally suppressed at a time g later than the time f.

Furthermore, if the motorcycle 1 in the driving state, the process switches to the method of calculating the spin rate from the motor vehicle speed below the front wheel motor vehicle speed. According to the method as above, it is possible to perform an accurate drive control with a quick response capable of quickly dealing with the change of the actual engine rotation speed. A thin line in 5 FIG. 12 indicates an example of the changeover of the current engine rotational speed and the vehicle rear-wheel speed when the average operation in the control using only the spin rate calculated from the currently measured rotational speed and the front-wheel motor rotational speed is not performed. In the method of calculating the spin rate from the rear-wheel vehicle speed, since a certain period of time is required, up to which the change in the engine rotational speed to the rear wheel 12 is not possible to quickly follow the change in the current engine speed. For this reason, since it is not possible to quickly suppress the increase in the engine rotational speed; the handling of the body is great. On the other hand, such problems can be with the present embodiment are solved. As in the above, according to the present embodiment, it is possible to perform the precise control in which the spin of the rear wheel 12 can be suppressed from the start, and at the time of driving, the change of the engine speed is suppressed.

Furthermore, it is possible according to the present embodiment, even if the gear position sensor 45 the gear position is erroneously detected during driving, to prevent the drivability of the motorcycle 1 becomes unstable. For example, if a foreign body enters with a contact with the gear position sensor 45 , the resistance value of the sensor changes, which can lead to an erroneous detection of the gear position. Furthermore, if the gear position sensor 45 When the gear position is erroneously detected in the driving state, the calculated vehicle speed, the front wheel motor rotation speed, and the spin rate calculation result change. As a result, there is a possibility that the currently measured rotational speed calculated from the detection result of the crankshaft sensor 43 and the upper limit of the determination and the lower limit of the determination specified by the rear-wheel engine rotational speed are different from each other. As a result, the traction control unit determines 51 that the motorcycle 1 has changed from the driving state to the starting state, and performs the traction control using the spin rate calculated from the rear-wheel vehicle speed and the front-wheel vehicle speed. As in the above, by using the configuration of switching the expression of the calculation, it is possible for the traction control unit 51 has a fail-safe function.

(Calculation of total output power reduction rate)

Next, a description will be given of the calculation of the total output power reduction rate. The traction control unit 51 calculates the search spin rate in accordance with the rear wheel drive force and the calculated spin rate, and calculates the total output power reduction rate in accordance with the calculated search spin rate.

6 Fig. 12 is a schematic diagram showing, by means of a graph, a map used for calculation of the search spin rate. This card is called a "search spin card." In the storage unit 57 the search spin map has been previously stored for each gear position. Furthermore, the traction control unit reads 51 Select and use the search spin card according to the gear position. As in 6 1, the search spin rate map specifies a relationship between the rear wheel drive force and the spin rate threshold. The spin rate threshold is set to indicate a tolerable spin rate. In particular, even in a case where the rear wheel 12 when the spin rate is equal to or less than the spin rate threshold, the traction control unit reduces 51 the output power of the motor unit 11 Not. The spin rate threshold is set larger as the rear wheel drive force increases, as in FIG 6 for example illustrated. However, the spin rate threshold that is in 6 is an example, and concrete values and characteristics are not particularly limited. The rear wheel driving force may be from the opening degree of the throttle body 2 from the throttle opening degree calculation unit 55 from the detection result of the throttle position sensor 44 , the engine speed and the gear position are calculated.

The traction control device 51 uses the search spin rate map and calculates the search spin rate from the rear wheel drive force and the calculated spin wheel. Specifically, the traction control unit calculates 51 the search spin rate using the following mathematical expression (10) in accordance with the rear wheel drive force. (Search Spin Rate) = (Spin Rate) - (Spin Rate Threshold)

Mathematical Expression (10)

As described above, if the motorcycle 1 is in the driving state, calculates the traction control unit 51 the spin rate from the motor vehicle speed and the front wheel motor vehicle speed. It should be noted that in the example described above, the spin rate is calculated by comparing the engine-vehicle speed (the rear-wheel vehicle speed converted from the engine speed) and the front-wheel vehicle speed by comparing the vehicle speeds, but it It is also possible to make this so that the spin rate becomes by comparing the currently measured rotation speed (current motor rotation speed) and the front wheel motor rotation speed (the motor rotation speed resulting from the rotation of the rear wheel whose motor vehicle speed is the same as the front wheel motor vehicle speed is converted) by comparing the Engine speeds. Furthermore, if the motorcycle 1 is in the start state, the traction control unit calculates 51 the spin rate from the rear wheel motor vehicle speed and the front wheel motor vehicle speed.

7 FIG. 12 is a schematic diagram illustrating in a graph an example of a map for calculating the total output power reduction rate. FIG. The total output power reduction rate map specifies the total output power reduction rate in accordance with the search spin rate For example, the map specifies that the total output power reduction rate becomes larger as the search spin rate increases 7 illustrates, the traction control unit 51 a plurality of total output power reduction rate maps for the respective modes having mutually different characteristics. 7 illustrates an example of mutually different three modes A to C. Mode A is a mode that provides the weakest effect in the drive control. The mode B is the mode whose effect has a level in the middle of the mode A and the mode C. The driver may select any one of the plurality of modes A to C by operating the traction control switch 46 , Furthermore, the traction control unit uses 51 the total output power reduction rate map of the selected mode in accordance with the selection operation of the traction control switch 46 which is carried out by the driver.

If the configuration is used as above, the driver can select the degree of the power and the weakness of the traction control. For example, if the driver has a certain degree of spin (if the spin of the rear wheel 12 intentionally caused) for the purpose of fast driving, he / she must only select the mode A. In the mode A, the total output power reduction rate is suppressed to be a low rate, and an increase in the mode A graph is small, so that even if the search spin rate becomes large, the degree of suppression of the spin is small since the increase is only slightly suppressed at the total output power reduction rate. Furthermore, in a case where the driver of preventing or suppressing the spin of the rear wheel 12 preference, the driver only needs to select mode C. In the mode C, the total output power reduction rate is set at a higher rate than the mode A and the mode B, and the slope of the graph in the mode C is large, resulting in that the overall output reduction rate increases significantly as the search spinning wheel increases. For this reason, the effect of suppression of the spin of the rear wheel 12 large. Furthermore, the driver only needs to select mode B under normal conditions. It should be noted that in the example of the "total output power reduction rate map", the search spin rate and the total output power reduction rate are in a proportional relationship, but the example is not limited thereto, and it is also possible to set it so that the mode is divided only when the search spin rate is large or the increase of the graph changes in accordance with the strength of the search spin rate.

It should be noted that although the search spin rate map is created for each gear position, a general map is made as the total output power reduction rate map regardless of the gear positions. As a result, it is possible to see an increase in the number of cards in the storage unit 57 are stored to suppress. Furthermore, the "start determination value" corresponds to 7 a value as a reference for starting the intake control in the drive control. The start determination value will be described later.

(Deceleration control)

The drive control unit 51 starts the deceleration control by setting the total output power reduction rate (required output power reduction rate) determined as above as a target value, wherein the output power of the motor unit 11 is reduced. As a method for reducing the output, the intake control and the deceleration control are performed in the present embodiment, and the traction control unit 51 The delay control preferably starts before the intake control. In the present embodiment, switching is made depending on whether the ignition timing of a part of the cylinders 103 , of the majority of cylinders 103 , is delayed, or the ignition timing of all cylinders 103 is delayed, in accordance with the value of the total output power reduction rate, which is the output reduction rate to prevent or suppress the spin.

A share of the cylinders 103 , whose ignition timing is delayed, from the plurality of cylinders 103 , is determined in advance. The proportion is called the "thinning rate". For example, if the engine unit 11 is a four-cylinder engine, the thinning rate is set at 50%, an ignition timing of two cylinders (= four cylinders x 50%) is delayed on average for every one stroke. Furthermore, in the present embodiment of the cylinder 103 , whose ignition timing is delayed, changed at every clock.

• (a) Wenn (Gesamtausgangsleistungsproduktionsrate) ≤ (Auszahlungsrate) erfüllt ist

The thinning rate is set to a predetermined value in accordance with a specification and the like of the motor unit 11 , and the rate is not changed. The maximum output power reduction rate caused by a delay in the ignition timing of a portion of the cylinders 103 is realized by the thinning rate. In particular, if the output power reduction rate of the cylinders 103 is set as a target of the delay of the ignition time to 100% (maximum deceleration state) when the thinning rate is 50%, the maximum output power reduction rate becomes 50% by the deceleration provided by the entire motor unit 11 achieved, is achieved. For this reason, if the configuration in which the expansion rate is set to 50% is applied, the maximum value of the output power reduction rate becomes 50 %, and if no action is taken, a suitable control range for reducing the output becomes small. Therefore, in the present embodiment, when (total output power reduction rate) ≦ (thinning rate) is satisfied, the ignition timing with respect to the cylinders becomes 103 whose number is determined in accordance with the thinning rate is delayed, and when (total output power reduction rate)> (thinning rate) is satisfied, the ignition timing with respect to the remaining cylinders 103 also delayed. The concrete procedure is the following:

• (a) When (total output power production rate) ≤ (payout rate) is satisfied

8th shows a matrix table used for the selection of cylinders 103 , whose ignition timing is delayed, is used. For the convenience of explanation, the matrix table is also referred to as a "thinning table." As in 8th 1, an element in the horizontal direction and an element in the vertical direction of the thinning table respectively indicate the cylinder 103 and a tact. Furthermore, values of 0.0-100.0 are randomly assigned to each raster. In particular, the random numerical values are assigned to the respective cylinders from a plurality of clocks. The thinning table is previously in the storage unit 57 saved. The traction control unit 51 reads the thinning table and uses the table to select the cylinders 103 whose ignition timing is delayed. Here is an explanation made under the assumption that the motor unit 11 is a four-cylinder engine and the expansion rate is 50%. The traction control unit selects, based on the numerical value associated with each raster of the thinning table, the raster in which the numerical value is equal to or less than the thinning rate (%). If the thinning rate is 50%, the grid to which the numerical value is equal to or less than 50.0 is selected. In 8th indicates the raster in which the numeric value written in white against a black background is associated with the raster to which the numerical value is equal to or less than the payout rate. Furthermore, the traction control unit delays 51 the delay time for each of the cylinders 103 at the clock corresponding to the grid to which the numerical value equal to or less than the expansion rate is associated. This is the cylinder 103 For example, in a first clock, one cylinder # 1 and one cylinder # 2 correspond to the selected cylinders, and in the second clock, the cylinder corresponds to the cylinder selected # 1 and a cylinder # 3 to the selected cylinders As in the above, it uses the traction control unit 51 the thinning table and changes the selected cylinder for each individual bar. It should be noted that in 8th an example in which the random numerical values are assigned to where the clock reaches the 20th clock, but the number of clocks is not limited. Furthermore, when the clock reaches the twentieth clock, the traction control unit must 51 only return to the first bar to change the selected cylinders.

As described above, the numerical values of 0.0-100.0 are randomly assigned to the respective rasters so that the rasters assigned the numerical value equal to or less than 50.0 exceed 50% in the entire thinning table taking. For this reason, the deceleration control is performed on 50% of the cylinders 103 all in all. Furthermore, with the use of such a configuration, by appropriately setting the thinning rate, it is possible to set the proportion of the selected cylinders.

The traction control unit 51 calculates the output power reduction rate of the selected cylinder using the following mathematical expression (11). The output power reduction rate of each of the cylinders 103 which is obtained by the delay control is referred to as "output power reduction rate by deceleration". (Output power reduction rate by deceleration of selected cylinders) = (total output power reduction rate) / (thinning rate) × 100

Mathematical Expression (11)

For example, when the total output power reduction rate is 25%, the output power reduction rate of the selected cylinders becomes 50% (= 50 (%) × 100). When the total output power reduction rate is 50%, the output power reduction rate by deceleration of the selected cylinder becomes 100% (maximum deceleration state). This case means that the selected cylinder must be set for the maximum deceleration state. The traction control unit 51 reduces the output power of the motor unit 11 by changing the selected cylinder for each one cycle, in accordance with the thinning table.

The procedure for reducing the output of the selected cylinder is as follows. The storage unit 57 stores in advance a map for determining the delay amount, for each output power reduction rate

• (b) Wenn (Gesamtausgangsleistungsreduktionsrate) > (Ausdehnungsrate) erfüllt ist

Delay. The card is marked as a "delay amount card". For example, the storage unit stores 57 in advance, ten types of delay amount maps showing the output reduction rate by delay in increments of 10%, in a range of 10-100%. In each of the delay amount maps, an adjustment value of the delay amount for realizing the output power reduction rate by deceleration is specified in accordance with the engine rotation speed and the throttle opening degree. It is to be noted that as the adjustment amount of the delay amount, a value previously measured using an alternator bank or the like is used, for example. The traction control unit 51 it uses the deceleration amount map corresponding to the calculated output power reduction rate by deceleration, and determines the deceleration amount of the selected cylinder from the currently measured rotational speed received from the motor rotation speed computation unit 54 is calculated, and the throttle opening degree, that of the throttle opening degree calculation unit 55 is calculated. Furthermore, the traction control unit controls 51 the ignition coil 302 so the spark plug 303 the selected cylinder performs the ignition with the determined delay amount. As a result, the output power of the selected cylinder can be reduced by delay in accordance with the determined output power reduction rate.

• (b) When (total output power reduction rate)> (expansion rate) is satisfied

In this case, even if all of the selected cylinders are set in the maximum deceleration state, the total output power reduction rate can not be realized. Accordingly, in this case, the output power reduction rate is set to 100% (maximum deceleration state) by deceleration of the selected cylinder, and the ignition timing is with respect to the remaining cylinders 103 also delayed. The remaining cylinder 103 (the cylinder 103 is different than the selected cylinder) is referred to as "unselected cylinder". The traction control unit 51 calculates an output power reduction rate by deceleration of the unselected cylinder using the following mathematical expression (12). (Output Power Reduction Rate by Deceleration of Unselected Cylinder) = ((total output power reduction rate) - (output power reduction rate by deceleration of the selected cylinder) X (expansion rate) / 100) / (100 - thinning rate) × 100

Mathematical Expression (12)

It should be noted that if the output power production rate by deceleration of the selected cylinder is 100%, the mathematical expression (12) will be as follows. (Output power reduction rate by deceleration of non-selected cylinder) = ((total output power reduction rate) - (thinning rate)) / (100 - (thinning rate)) × 100

Mathematical Expression (13)

For example, when the required total output power reduction rate is 75% and the thinning rate is 50%, the output reduction rate by deceleration of the unselected cylinder becomes 50%. Accordingly, sets the traction control unit 51 set the output reduction rate to 100% by deceleration of the selected cylinder and set the output reduction rate to 50% by deceleration of the unselected cylinder. Accordingly, 75% of the total output power reduction rate is realized. It should be noted that the procedure of determining the Delay amount of the unselected cylinder similar to that of the selected cylinder.

Using the configuration using the thinning table as described above, it is possible to have one-sidedness in the selection of the cylinders 103 that are the goals of the deceleration control, not to generate at each thinning rate. For example, if the thinning rate is set to 30%, the respective cylinders will be 103 the targets of the deceleration control as the selected cylinders in a clock to which the numerical value is equal to or less than 30.0. Further, even if the thinning rate is a partial amount between 37% and 8%, by using this thinning table, the deceleration control can be performed without generating the one-sidedness in the selection of the selected cylinders. Furthermore, since it is possible, the thinning rate in accordance with the specification of the motor unit 11 Adequate recovery of traction control adhesion may be carried out. Further, by increasing the thinning rate, it is possible to deal with driving on a surface having a lower friction coefficient.

(Inlet control of the secondary throttle valve)

If the friction coefficient of the surface is small, the spin of the drive wheel may easily occur, and as a result, the calculated total output power reduction rate becomes large, and the delay amount in the delay control increases. Further, as the amount of delay increases, misfire and afterburn are caused and an exhaust gas temperature increases. If such a condition persists for a long period of time, there arises a possibility that a catalyst temperature increases to damage the catalyst. Accordingly, in the present embodiment, the start determination value becomes as an overall output reduction rate at which the risk of damaging the catalyst becomes high (based on FIG 7 ). It is to be noted that a concrete value of the start determination value is approximately specified in accordance with the specification and the like of the motor unit, but is not limited thereto. When a state in which the total output power reduction rate is equal to or greater than the start determination value continues for a predetermined period of time, the traction control unit executes 51 the inlet control of the throttling of the opening degree of the secondary throttle valve 22 through, reducing the output power of the motor unit 11 is reduced. It should be noted that the opening degree of the secondary throttle valve 22 from the ECU 5 in accordance with the engine speed, the gear position and the opening degree of the main throttle valve 21 in the normal control (this refers to a state in which the output reduction by the traction control is not performed) is calculated. Furthermore, when the condition described above is satisfied, the traction control unit intervenes 51 in the normal control and performs the inlet control of the secondary throttle valve 22 by.

The intake control of the secondary throttle valve 22 is referring to 9 described. 9 FIG. 11 is a flowchart showing the intake control of the sub-throttle valve 22 illustrated.

In step S201, a throttle control unit (a representation is omitted) sets the ECU 5 a target opening degree of the sub-valve throttle valve 22 as an opening degree for the normal control, and performs the control to set a current opening degree as the target opening degree.

In steps S202 to S204, the traction control unit determines 51 Whether or not a state in which a moving average of the total output power reduction rate becomes equal to or greater than the start determination lasts longer than a predetermined period of time or more. First, in step S202, the traction control unit determines 51 Whether or not the moving average of the total output power reduction rate becomes equal to or greater than the start determination value. When the moving average of the total output power reduction rate becomes smaller than the start determination value, the process returns to step S201. When the moving average of the total output power reduction rate becomes equal to or greater than the start determination value, the process proceeds to step S203. In step S203, the traction control unit starts timing. If the timekeeping is already in the middle of execution, the timekeeping will continue. In step S204, it is determined whether or not the state in which the moving average of the total output power reduction rate is equal to or greater than the start determination value continues for the predetermined period based on an elapsed time from the start of the time measurement. If the state does not last for the predetermined period of time, the process returns to step S201. In this case, a state persists where the secondary throttle valve 22 from the throttle control unit of the ECU 5 is controlled. If the state where the moving average of the total output power reduction rate is equal to or larger than that Start determination value continues for the predetermined period of time, the process returns to step S205. It is to be noted that if the moving average of the total output power reduction rate does not become equal to or greater than the start determination value in step S202 during the time measurement, the timing is reset and the process returns to step S201. Furthermore, during this time measurement, although the inlet check of the secondary throttle valve 22 is not performed, the delay control is performed. Although the intake control, the secondary throttle valve 22 used, has a greater effect than the delay control, in terms of output power reduction, the inlet control tends to be late due to a poor response, so that it is provided that the delay control as suitable for performing a control with a good response and a precise control is done first.

In step S205, the traction control unit determines 51 whether or not the throttle opening degree is equal to or greater than a predetermined specified value. The predetermined specified value is appropriately set and is not particularly limited. The point is, if the throttle opening degree at the time when the process proceeds to step S205 is small enough, the opening degree of the sub-throttle valve 22 is not throttled by the inlet control. When the throttle opening degree is not equal to or greater than the predetermined specified value, the process returns to step S201.

Specifically, it is judged whether the driver takes back the throttle with respect to the occurred spin, and the spin can be ended without performing the intake control involving the sub-throttle valve 22 is used, so that the timing is reset and the process returns to step S201. Accordingly, it is possible to occur a situation where the sub-throttle valve 22 , whose movement is relatively slow to be operated, resulting in that it takes time to finish the output power reduction control, and a problem and an uncomfortable feeling are generated in the subsequent acceleration. It is to be noted that when the throttle opening degree is equal to or greater than the specified value at which a further reduction of the output may be required, the process proceeds to step S206 where the timing is ended, and then the operation continued in step S207.

In step S207, the traction control unit sets 51 determines the target opening degree of the sub-throttle valve as the target opening degree for traction control. Furthermore, the traction control unit engages 51 in the control of the throttle body control unit of the ECU 5 and controls the opening degree of the secondary throttle valve 22 to set the opening degree as the set target opening degree. Further, during a period in which the process returns to step S201 again from step S207, the traction control unit sets 51 The opening degree of the sub-throttle valve is fixed to a closing side with respect to the opening degree for the normal control to throttle the intake passage, thereby the output of the motor unit 11 reduced.

It should be noted that in the unit 57 a map for setting the target opening degree for the traction control in the intake control of the sub-throttle valve 22 saved in advance. This card is called a "target opening degree card". For example, in the target opening degree map, the target opening degree is specified in accordance with the engine rotation speed and the throttle opening degree. The traction control unit 51 reads the target opening degree card from the storage unit 57 and determines the target opening degree in accordance with the currently measured rotation speed detected by the motor rotation speed calculation unit 54 is calculated, and the throttle opening degree, that of the throttle opening degree calculation unit 55 is calculated.

In step S208, the traction control unit determines 51 Whether or not the moving average of the total output power reduction rate becomes equal to or less than a termination determination value. The termination determination value corresponds to a value of the total output power reduction rate, which is a reference for ending the intake control of the sub-throttle valve 22 represents. This termination determination value is a value smaller than the start determination value and is set in advance. If the moving average of the total output power reduction rate is not equal to or less than the termination determination value, the process returns to step S207. When the moving average of the total output power reduction rate becomes equal to or less than the termination determination value, the process proceeds to step S209.

In step S209, the traction control unit starts 51 the time measurement. If the time measurement is already in the middle of execution, the time measurement will continue.

In step S210, the traction control unit determines 51 Whether or not the state in which the moving average of the total output power reduction rate becomes equal to or less than the termination determination value continues for a predetermined period of time. If the condition does not last for the predetermined period of time, the process returns to step S207. If the condition continues for the predetermined period of time, the process proceeds to step S211. It is to be noted that when the moving average of the total output power reduction rate does not become equal to less than the termination determination value in step S208 during the time measurement, the timing is reset and the process returns to step S207.

In step S211, the traction control unit determines 51 whether or not the throttle opening degree is less than the specified value. If the throttle opening degree is equal to or greater than the specified value, then there is a high possibility that the occurrence of a spin will continue thereafter, so that the operation returns to step S207, and the output reduction by closing the sub-throttle valve to throttle the intake passage, is carried out continuously. If the throttle opening degree is less than the specified value, it is judged that the driver is retracting the throttle with respect to the occurred spin, and the spin may be finished, so that the process proceeds to step S 212 where the timing is finished. and then returns to step S 201. In this case, the secondary throttle valve 22 controlled in an opening side, resulting in that the opening degree becomes the normal opening degree from the target opening degree for the traction control, and the control returns to the normal control.

Here is an explanation of the state change of the motorcycle 1 at the inlet control of the secondary throttle valve 22 , 10 shows a diagram that schematically shows an example of the modes and a state change of the respective parts of the motorcycle 1 illustrated.

A time m indicates a time at which the motorcycle 1 starts to move. At time m and thereafter, the rear-wheel vehicle speed and the front-wheel vehicle speed increase.

A time n indicates a time at which the rear wheel 12 spinning and the spin rate becomes equal to or greater than the spin rate threshold. When the spin rate exceeds the spin rate threshold, the search wheel gets a certain value. As a result, the traction control unit starts 51 the delay control, thereby the output power of the motor unit 11 to reduce.

A time o indicates a time when the spin rate is lowered to a value equal to or less than the spin rate threshold by the traction control unit deceleration control 51 is. When the spin rate becomes equal to or lower than the spin rate threshold, the traction control unit ends 51 the delay control.

10 Fig. 10 illustrates a case where the total output power reduction rate does not become equal to or greater than the start determination value during the time points n to o. In such a case, the traction control unit reduces 51 the output power of the motor unit 11 only by the deceleration control, and the secondary throttle valve 22 is controlled in a normal manner. Further, even in a case where the total output power reduction rate becomes equal to or greater than the start determination value, if this state does not last for a predetermined period or more, the traction control unit reduces 51 the output power of the motor unit 11 only by the delay control. As described above, the traction control unit starts 51 the deceleration control preferably before the intake control.

A time p indicates a time at which the rear wheel 12 spinning again, resulting in the spin rate exceeding the spin rate threshold. When the spin rate exceeds the spin rate threshold, the traction control unit calculates 51 the spin rate and calculates the total output power reduction rate from the calculated search spin rate. Then the traction control unit starts 51 the delay control by setting the calculated total output power reduction rate as the target value.

A time point q indicates a timing at which the moving average of the calculated total output power reduction rate becomes equal to or greater than the start determination value ("Yes" in step S202). In this case, the traction control unit starts 51 the time measurement (step S203).

A timing r indicates a timing at which a predetermined time elapses from the start of the time measurement ("Yes" in step S204). If the time reaches the time r, while a state where the moving average of the total output power reduction rate is equal to or is greater than the start determination value, is maintained, judges the traction control unit 51 whether or not the throttle opening degree is equal to or greater than the specified value (step S205).

Further, if the throttle opening degree is equal to or greater than the specified value, the traction control unit continues 51 the target opening degree of the secondary throttle valve 22 as the target opening degree for the traction control (step S207), and causes the opening degree of the sub-throttle valve 22 in that it gradually changes and shifts to the target degree of opening. Accordingly, the opening degree of the sub-throttle valve becomes 22 throttled and the output power of the motor unit 11 is reduced. A time s indicates a timing at which the opening degree of the sub-throttle valve 22 the target opening degree for traction control becomes. A time t indicates a time when the spin rate becomes equal to or less than the spin rate threshold. As in the above, when the opening degree of the secondary throttle valve 22 is throttled, the output power of the motor unit 11 reduces, and in accordance with, the spin rate is reduced to be equal to or less than the spin rate threshold.

A time u denotes a timing at which the moving average of the total output power reduction rate becomes equal to or less than the termination determination value. When the total output power reduction rate becomes equal to or less than the termination determination value ("Yes" in step S208), the traction control unit starts 51 the time measurement (step S209).

A time v indicates a time at which a predetermined period of time elapses from the start of the time measurement. When the predetermined time period elapses from the start of the time period ("Yes" in step S210), the traction control unit determines 51 whether or not the throttle opening degree is equal to or less than the termination determination value (step S211). Further, if the throttle opening degree is equal to or less than the termination determination value ("Yes" in S211), the traction control unit travels 51 the target opening degree of the secondary throttle valve 22 to the normal target opening degree (S201), and causes the opening degree of the sub-throttle valve 22 gradually changing to the target opening degree for the normal control.

A time w indicates a timing at which the opening degree of the sub-throttle valve 22 returns to the target opening degree for normal control. When the time reaches w, the secondary throttle valve becomes 22 reduced to the normal control by the throttle body control unit of the ECU 5 to be subjected.

As described above, the traction control unit starts 51 the deceleration control preferably before the intake control. Further, when the state where the moving average of the total output power reduction rate is equal to or greater than the start determination value continues for the predetermined period of time, the traction control unit starts 51 the inlet control of the throttling of the opening degree of the secondary throttle valve 22 , According to the configuration as in the above, at the moment right after the spin of the rear wheel 12 starts, the spin can be reduced immediately by the delay control with a good response characteristic. Furthermore, if the condition where the spin of the rear wheel 12 big, lasting, may be the spin of the rear wheel 12 through the inlet control of the secondary throttle valve 22 be reduced. With the use of the intake control, it is possible to enlarge the range in which the total output power reduction rate can be determined, so that it is possible to deal with a situation where, in a situation at the time of driving on a surface with a low Friction coefficients where spin easily occurs and the like, a relatively large spin occurs, and a large output power reduction is required. Further, since there is no need to deal with the situation that it only uses the amount of delay or to increase the delay for a long period of time to reduce the spin, the generation of misfire or afterburn caused by the deterioration of the spin Combustion state, and the increase in the exhaust gas temperature are suppressed, resulting in that the damage of the catalyst can be prevented or suppressed. As in the above, according to the present embodiment, it is possible to provide the traction control which is capable of preventing or suppressing the damage of the catalyst and which has a good response characteristic.

Here is a hardware configuration of the ECU 5 briefly described. The ECU 5 has a computer, including a CPU, a ROM and a RAM. In the ROM are a computer program for controlling the motor unit 11 including a program regarding the traction control described above, the aforementioned respective tables, respective maps, and respective destinations. The CPU reads this Computer program stored in the ROM, and extends it and executed the computer program on the RAM. At this time, reference is made to the aforementioned respective tables as required.

Accordingly, the computer operates like the respective units described above, resulting in that the aforementioned method steps are realized. It is to be noted that it is possible to use a configuration in which the aforementioned process steps are performed by a single hardware, or it is also possible to use a configuration in which the aforementioned process steps are performed by a plurality of is executed by hardware parts. Furthermore, it is also possible that the ECU 5 an external storage medium, and the aforementioned computer program, the respective tables, the respective cards, and the predetermined information are stored in the external storage medium in a computer readable manner. In this case, the CPU reads out the computer program from the external storage medium to execute the computer program, and reads and uses the respective tables, the respective cards, and the predetermined information from the storage medium, as necessary.

In the foregoing, the embodiment of the present invention has been described in detail with reference to the drawings, but the embodiment described above illustrates only a concrete example for carrying out the present invention. The technical scope of the present invention is not limited to the above-described embodiment. Various changes can be made in the present invention without departing from its content, and are also included in the technical scope of the present invention

According to the present invention, the spin rate calculation unit switches between the start state and the drive state. For this reason, even in the case where the clutch is not connected, the spin of the drive wheel can be prevented or suppressed, and further, the change of the motor speed can be suppressed. Further, according to the present invention, by using the thinning rate map, it is possible to easily set the thinning rate in accordance with the specification of the motor. Furthermore, according to the present invention, since it is possible to increase the output power reduction rate, it is also possible to deal with driving on a surface with a low friction coefficient. Further, according to the present invention, the output of the engine unit is reduced only by the delay control of the ignition timing when the spin of the drive wheel is small, and when the spin of the drive wheel is large, the control of the opening degree of the sub-throttle valve is performed. Accordingly, since there is no need to excessively increase the delay amount, and since there is no possibility to perform the deceleration control for a long period of time, it is possible to provide the traction control capable of preventing or preventing the damage of the catalyst suppress and which has a good response characteristic.

It should be noted that the above embodiments illustrate only concrete examples of the implementation of the present invention, and the technical scope of the present invention can not be understood in a restrictive manner by these embodiments. That is, the present invention can be realized by various forms without departing from the technical content or main characteristics thereof.

The present invention is a technique that is effective for a traction control device of a motor vehicle. Accordingly, according to the present invention, it is possible to realize a traction control which is capable of preventing or suppressing a spin of a rear wheel even in a case where the clutch is not connected and which is capable to suppress a change in engine speed. Furthermore, according to the present invention, it is possible to easily set a thinning rate in accordance with a specification of an engine and to increase an output reduction rate, so that it is possible to deal with traveling on a surface having a low friction coefficient as well. Furthermore, according to the present invention, it is possible to provide a traction control capable of preventing or suppressing damage of a catalyst and having a good response characteristic.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2013-230478 [0001]
• JP 2013-230545 [0001]
• JP 2013-230601 [0001]
• JP 01-186437 [0010]
• JP 04-72445 [0010]
• JP 2003-3941 [0010]
• JP 62-67257 [0010]
• JP 02-81734 [0010]
• JP 2003-201878 [0010]
• JP 05-1613 [0010]
• JP 63-192927 [0010]

Claims (15)

 A traction control device that reduces an output of a motor for suppressing a spin of a drive wheel of a motor vehicle, comprising: a first spin detection unit that detects the spin of the drive wheel based on a vehicle speed calculated from a rotation of a driven wheel to which a drive force is not transmitted from the engine and a motor vehicle speed resulting from a rotation of the drive wheel the driving force transmitted from the engine is calculated; and a second spin detection unit that detects the spin of the drive wheel based on a speed of the motor vehicle calculated from the rotation of the driven wheel and a speed of the motor vehicle calculated from a rotation of the motor.  The traction control device of claim 1, further comprising a driving determination unit that determines whether the motor vehicle is in a starting state or a driving state, wherein: when the driving determination unit determines that the motor vehicle is in a start state, the first spin detection unit detects the spin of the drive wheel; and when determining the determination unit that the motor vehicle is in the running state, the second spin detection unit detects the spin of the drive wheel.  The traction control device of claim 2, further comprising a clutch that connects or disconnects the transmission of driving force between the engine and the drive wheel, wherein the determination unit determines that the clutch is connected when a rotational speed of the motor calculated from a rotational speed of the drive wheel falls within a predetermined range with respect to a current rotational speed of the engine.  The traction control device according to claim 3, wherein the determination unit determines that the motor vehicle is in the running state when a state in which the clutch is connected continues for a predetermined period of time.  The traction control device according to claim 3 or 4, wherein the determination unit determines that the clutch is not connected when the rotational speed of the motor calculated from the rotational speed of the drive wheel does not fall within the predetermined range with respect to the current rotational speed of the motor.  The traction control device according to claim 5, wherein the determination unit determines that the motor vehicle is in the start state when a state in which the clutch is not connected continues for a predetermined period of time.  A traction control device that reduces an output of a motor for suppressing a spin of a drive wheel of a motor vehicle calculates an output power reduction rate of the motor in accordance with a search spin rate representing a value as a result of subtracting a previously specified threshold from a spin rate of the drive wheel.  The traction control device according to claim 7, wherein a plurality of modes are provided, each of which has a different relationship between the search spin rate and the output power reduction rate, and the mode is used according to a selection made by the driver.  The traction control apparatus according to claim 7 or 8, wherein the engine has a plurality of cylinders, wherein, according to a thinning rate that represents a proportion of the cylinders of the plurality of cylinders at which an output is reduced, the cylinder from which the output is reduced is selected from the majority of cylinders for each bar.  The traction control apparatus according to claim 9, wherein a matrix table in which a numerical value of 0-100 is randomly allocated for each of the plurality of cylinders along a plurality of clocks is provided for each of the clocks, and the output power is reduced with respect to each of the plurality the cylinder at the clock to which the numerical value is assigned equal to less than the thinning rate through the matrix table.  The traction control apparatus according to claim 9 or 10, wherein when the output power reduction rate can not be realized by the reduction in the output of the selected cylinders, the reduction in the output of the selected cylinders is maximized and an output of the remaining cylinders is also reduced. The traction control device, which is an output of a motor for suppressing a spin of a rear wheel of a Motor vehicle reduced and which is capable of a delay control for reducing the output power of the engine by delaying an ignition timing of the engine and an intake control for reducing an output of the engine by reducing an amount of air for combustion, which is supplied to the engine to perform the delay control is preferably started before the intake control.  The traction control apparatus according to claim 12, wherein the intake control is started when a state in which a moving average of a required output power reduction rate is equal to or greater than a predetermined determination value continues for a predetermined period of time.  The traction control apparatus according to claim 12 or 13, wherein the intake control is terminated when a state in which the moving average of the required output power reduction rate is equal to or less than a predetermined determination value lasts for a predetermined period of time.  The traction control device according to one of claims 12 or 14, wherein further a main throttle valve operated by a driver and a side throttle valve other than the main throttle valve are provided, wherein In the intake control, the output of the engine is reduced by throttling an opening degree of the sub-throttle valve.

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